Railway car truck with bolster dampening means



March 15, 1966 J. A. SHAFER RAILWAY CAR TRUCK WITH BOLSTER DAMPENINGMEANS Filed April 2, 1962 6 Sheets-Sheet l INVENTOR.

BY JAMES A. SHAFER March 15, 1966 J. A. SHAFER RAILWAY CAR TRUCK WITHBOLSTER DAMPENING MEANS 6 Sheets-Sheet 2 Filed April 2, 1962 INVENTORJAMES A. SHAFER March 15, 1966 J. A. SHAFER 3,240,163

RAILWAY CAR TRUCK WITH BOLSTER DAMPENING MEANS Filed April 2, 1962 6Sheets-Sheet 5 l /Z- k t Eb Y) /7//y Q Q35 5 Hum Z I\ if 55 5 i g 5INVENTOR.

BY JAMES A. 5HAFR ATTORNE Y March 15, 1966 J. A. SHAFER 3,240,163

RAILWAY CAR TRUCK WITH BOLSTER DAMPENING MEANS Filed April 2, 1962 6Sheets-Sheet 4- IN VEN TOR.

BY JAMES A. 5HAFER ATTOEY March 15, 1966 J. A. SHAFER RAILWAY CAR TRUCKWITH BOLSTER DAMPENING MEANS 6 Sheets-Sheet 5 Filed April 2, 1962INVENTOR.

BYJc/mes A. Shafer ATTORNEY March 15, 1966 J. A. SHAFER 3,240,163

RAILWAY CAR TRUCK WITH BOLSTER DAMPENING MEANS Filed April 2, 1962 6Sheets-Sheet 6 IN V EN TOR.

BY James A. Shafer United States Patent Office 3,Z4il,l63 Patented Mar.15, 1366 3,240,163 RAILWAY CAR TRUCK WITH BOLSTER DAMPENING MEANS JamesA. Shafer, East Cleveland, Ohio, assignor, by mesne assignments, toMidland-Ross Corporation, Cleveland,

Ohio, a corporation of Ohio Filed Apr. 2, 1962, Ser. No. 183,599 18Claims. (Cl. 195-197) This is a continuation-in-part application whichdiscloses and claims subject matter common to the James A. Shaferapplication, Serial No. 83,041 filed January 16, 1961 and now abandoned.

This invention relates to railway car trucks which include a frictionsystem for dampening the vertical oscillation of a bolster relative to aside frame thereof. It further relates to an improved arrangementfacilitating the removal of friction wedges and springs associatedtherewith.

The prior art discloses various arrangements of bolster and side framestructure overlapping in a longitudinal direction of the frames toprevent substantial movement between the bolster and side frames in atransverse direction. Generally, these arrangements are not a part ofthe aforementioned friction system. However, in railway vehicles ofAmerican design in prevailing use, repairing or replacing parts in thefriction system and the longitudinally overlapping bolster and framestructure, e.g., cooperating bolster lugs and column surfaces, are amongthe most common instances of car truck repair and maintenance. Also,attrition and, hence, maintenance are substantial with respect to thosesurfaces of the bolster, the frame, and the friction wedge engaging asthe result of the wedging relation of the wedge with the frame and thebolster.

To accomplish such maintenance, it is necessary to remove the car truckfrom the vehicle and to disassemble the truck. For example, to replacefriction wedges, it is generally necessary to separate a side frame fromthe bolster extending therethrough. Such separation necessitates alifting of one frame from the car axles while simultaneously lifting (orlowering, with some types of frames) the bolster and shifting the carframe sideways to obtain horizontal disengagement of the bolster andside frame. Such maintenance not only involves substantial labor costsentailed in removing a vehicle from service, making the actual repairs,and returning the vehicle to service but, also, loss of revenue thatwould be otherwise derived from down time of one to several days.

Hence, a primary object of this invention is to provide a railway cartruck enabling replacement of its friction wedges and friction wedgesprings without any disassembly involving separation of a bolster andside frame, or detachment of the truck from its parent vehicle.

It is an object also to be able to service and repair the frictionsnubbing system of the truck of a railway car in any condition ofloading thereof in a matter of minutes.

It is a further object to provide a railway car truck in which the wearsustained by the bolster snubbing mechanism is restricted to inexpensivecastings which are readily removable through the windows of the sideframe and in so doing, to eliminate wear on the frame and the bolster.

It is another object to provide a car truck that utilizes a bolster andside frame free of longitudinally overlapping structure conventionallyprovided for restricting movement of the bolster transversely relativeto a side frame. This eliminates the wear and maintenance which isentailed, e.g., in conventional bolsters with guide lugs. It isparticularly desirable to be able to shift the bolster endwise throughboth side frames of a truck while the truck stands on a track afterbeing removed from under the car, until an end of the bolster iswithdrawn from one side frame. The bolster may then be withdrawn fromthe other side frame in a reverse direction.

An object closely related to the foregoing is to be able to withdraw thebolster from a side frame at any level within the bolster opening tothus reduce the time, equipment, and labor needed for assembly anddisassembly of car trucks as compared to that expended in themaintenance of car trucks in prevalent use.

Other objects, features, and advantages of the invention will becomeapparent as the invention is described in detail with respect to a cartruck which utilizes a friction wedge for interlocking its bolster andone or both side frames, and a chock which is removable from a positionbetween the wedge and a support of the frame to enable the removal of aspring or other cushion means, and then the wedge, from the framethrough an opening between the walls without otherwise disturbing thetruck.

Broadly speaking, the invention is embodied in a car truck comprising aside frame having a pair of verticallyextending columns spaced in alongitudinal direction of the frame to define a bolster-receivingopening; a bolster extending in a direction transversely of the framethrough its bolster-opening in vertical guide relation with the columns;a friction Wedge disposed against one side of the bolster and in asecond opening in the adjacent column extending lengthwise of the frameaway from the bolster opening; a chock standing between the wedge and afixed support in the frame; and a cushion, such as a spring, urging thewedge into wedged relation with the chock and the bolster. The secondopening extends past one vertical extremity of the support and is largeenough for passage therethrough of the chock, the spring, and the wedge.The chock and the support have cooperating portions overlapping in adirection away from the wedge. These overlapping portions dispose thechock and the support in projecting and re-entrant relationship along avertical plane of cross section extending longitudinally of the sideframe and thus prevent movement of the chock relative to the support aslong as the wedge is in its wedging position. The chock is movable outof overlapping relation with the support when the wedge is retractedsufliciently upon corresponding yielding of the cushion from its wedgingposition. The wedge and the chock are of widths less than the transversedistance between adjacent lateral walls of the side frame to permittheir removal from therebetween and outwardly through the second openingto a window of the frame. In a preferred embodiment, the bolster has avertically rectilinear recess in registry with the second opening forreceiving a portion of the wedge.

In the drawing with respect to which the invention is described below indetail:

FIG. 1 is a fragmentary lateral elevation, partly in section, of arailway car truck in accordance with one embodiment of the invention;

FIG. la is a longitudinal elevation of a car truck comprising the cartruck components shown in FIG. 1;

FIG. 2 is a fragmentary plan view partly in section of the portion ofthe car truck illustrated in FIG. 1;

FIG. 3 is an elevation in section looking longitudinally of the sideframe of FIGS. 1 and 2 taken along line Ill-III of FIG. 1;

FIG. 4 is a fragmentary section taken along the horizontal planeindicated by line IV-IV of FIG. 1 with the wedge spring omitted toexpose the spring seat shown;

FIG. 5 is a fragmentary perspective view of the side frame of FIG. 1illustrating a method for removing the chock of FIG. 7;

FIGS. 6 and 7 are perspective views of a friction wedge and awedge-supporting chock, respectively; a corner portion of the wedge isbroken away in FIG. 6 to illustrate the wall arrangement thereof;

FIG. 8 is a fragmentary lateral elevation, partly in section, of arailway car truck in accordance with another embodiment of theinvention;

FIG. 9 is a fragmentary perspective view of the side frame of FIG. 8;

FIG. 10 is a fragmentary side elevation illustrating a modified sideframe and a modified friction wedge in a position of passage through awindow of the frame;

FIG. 11 is a fragmentary side elevation of the side frame of FIG. 10illustrating a wedge spring in a position of passage through the window,and the friction Wedge positioned above its operative position with onecorner thereof horizontally opposite the upper end of the chock support;

FIG. 12 is a fragmentary elevation of the side frame of FIGS. 10 and 11in longitudinal cross section illustrating one critical stage in passingthe wedge spring into operative position;

FIG. 13 is a fragmentary elevation of the side frame of FIGS. 10 to 12in longitudinal cross section showing the wedge spring resting on a ribat a stage of assembly preceding positioning thereof on its normal seatin the frame;

FIG. 14 is a fragmentary elevation of the side frame of FIGS. 10 to 13showing the friction Wedge depressed and the wedge springcorrespondingly compressed to permit insertion of a chock;

FIG. 15 is a fragmentary elevation of the side frame of FIGS. 10 to 14illustrating the wedge, chock, and wedge spring in normal operativeposition;

FIG. 16 is a perspective view of the friction wedge employed in the useof the side frame of FIGS. 10 to 15;

FIG. 17 is a diagrammatic view of geometric relationships of the chocksupport, the chock, and the wedge with the bolster;

FIG. 18 is a fragmentary view of a spring seat portion of the side frameas viewed along line XVIIIXVIII of FIG. 12.

With attention now to the first embodiment to be described, asillustrated in FIGS. 1 to 5, FIG. 1 is a fragmentary view of a car truckillustrating, in elevation, a truss type side frame 4 of conventionaloverall proportions comprising: an upper compression member and a lowertension member 6 spaced at the middle of the frame by a pair of columns7 and 8. The columns are spaced in the longitudinal direction of theframe to provide a bolster opening 10. The compression and tensionmembers meet in a junction (not shown) at opposite ends of the trussadjacent to a conventional journal box or pedestal type end portion.

As shown in FIG. 2, a bolster 12 extends through the bolster-receivingopening of the side frame with an absence of parts of either the sideframe or the bolster overlapping in a longitudinal direction of the sideframe. The bolster shown is supported on a plurality of springs 14 whichstand on a spring seat 15 defined by the middle portion of the tensionmember 6. The bolster is arranged to provide a downwardly facing springseat 16 engaging the upper ends of the springs 14.

As shown more clearly in FIGS. 2 and 4, the columns 7 and 8 comprisevertically extending portions separated in a transverse horizontaldirection of the side frame. For example, column 7 comprises spaced webs18 and 19 which face across the opening toward column 8. These webs,along with vertical and longitudinally extending webs or side walls 21and 22, define an opening 23 contiguous with the bolster opening 10 andextending therefrom in a longitudinal direction of the side frame.

As shown most clearly in FIG. 4, the bolster 12 has a verticallyrectilinear recess 25 in each of its lateral longitudinally facing wallsagreeing closely in horizontal width in the transverse direction of theside frame with the opening 23 as defined between the webs 18 and 19. Asshown, the recess 25 is formed by a wear plate 26 secured to the bolsterbetween an upper lip 28 and a lower lip 29. With the aid of these lips,a cou le of light fillets of welding material secure the wear plate tothe bolster in a satisfactory manner. FIG. 4 further shows a wedge 3t?positioned within the bolster recess 25 and the opening 23 with avertical rectilinear friction surface 31 thereof engaged face-to-facewith the bottom of the recess i.e., surface 32. The width of the wedge,in the horizontal transverse direction of the side frame, closelyagrees, except for a slight clearance, with the spacing between webs 18and 19 and the out-turned edges of the wear plate 26. With the wedgesupported by a spring 35 to cause the wedge to engage a chock 36 and therecessed surface 32, the bolster is substantially interlocked fromlongitudinal movement relative to the frame. However, as the truck mustaccommodate transverse movement of the side frames relative to thebolster in its movement over a track of which the rails have lateralirregularities, a desired limited relative movement of the bolster 12and the side frame 4 in the transverse direction of the side frame isprovided by the above-mentioned clearance.

Therefore, to a great extent, the Wedges 30 function as guides for thebolster 12 in effecting vertical rectilinear movement relative to theside frame. This is even true in respect to any movement of the bolsterin a longitudinal direction of the frame since the wedges 30 tend tohold the bolster in a centered position between opposing columns out ofcontact therewith. However, the opposing surfaces of the bolster and thecolumns (see webs 18 and 19 and bolster surfaces 38 and 39) arevertically rectilinear and closely spaced. Hence, the columns areimportant as guides for the bolster .and frequently function as such asthe wedges yield in one longitudinal direction or other with respect tothe side frame. The wedges 30 are at close clearance with webs 18 and 19and, hence, in guide relation therewith.

The side frame lateral walls 21 and 22 of each column are spaced toprovide an opening extending from the bolster opening to the window 44or 45 in each longitudinal direction from the bolster opening. Each ofthe windows is formed by a column and portions of the tension andcompression members extending outwardly from the bolster opening toconverge and join in a juncture portion of conventional type, such as ajournal box or the pedestal jaw 47 shown. Integral with each side wall42, and facing outboardly of the truck 3, is a pry bar receiving boss 48terminating in an outer face 49 defining an opening 51 as hereinafterdescribed.

As shown in FIGS. 1 and 3, the bolster 12 is disposed at a height withinthe opening 10 corresponding to a fully loaded condition of a vehicle.At this elevation, it is apparent that the longer web 53 of the wedge 30defining its friction surface 31 is substantially coextensive with therecessed surface 32 of the bolster. This is desirable because of thegreater amplitude of rubbing action within the snubbing system on aloaded vehicle. However, regardless of the height of the bolster withinthe opening 10, the wedges 3t) and the chocks 36 maintain the sameapproximate position within the side frame between the bolster and apair of supports 54, 55, as shown. These supports are integral with theframe on a horizontal alignment generally coinciding with the upperhalves of the columns. Each support has a flat surface 54a or 55agenerally parallel to a slightly rounded surface 57 of the adjacentwedge 30. The left side of FIG. 1 clearly shows the projecting and=re-entrant relationship of the chock 36 and the support 54 as outlinedin a vertical plane of cross section extending longitudinally of theside frame.

An important feature of this invention is that the support surfaces 54aand 55a are spaced with respect to adjacent wedges with a removablechock 36 interposed between each wedge and its respective opposedsupport surface.

The web 58 of each wedges which defines the chock-engaging surface 57extends, in respect to a vertical plate, in angular converging relationwith the friction surface 31 toward an approximate point 59 allowing forthe fact U that the surface 57 is slightly rounded. The web 58 isrelatively short as compared with web 53 because, if extended in anupward direction, excessive length would interfer with insertion of apry bar through the boss opening 51 and its application to a cross-web61 of the wedge; if the web extends downwardly beyond the lower limitshown, excessive length would then interfere with removal of the spring35 and the wedge 30 during disassembly. As inferred above, theundersurface 61a of the Web 61 functions as an upper seat for the springwhereas its upper surface 61b receives the end of a pry bar 63 insertedinto the side frame, as shown in F18 5. This latter figure shows the prybar fulcrurning about .a surface 64 forming the upper portion of theperiphery of the opening 51. With the pry bar so positioned, upwardswinging thereof exteriorly of the side frame forces the wedgedownwardly in a direction parallel to surfaces 31 and 32 with resultingcompression of the spring 35.

With attention, for example, to the right side of the frame, as shown inFIG. 1, the chock 36 drops out of the region between the support 55 andthe wedge 30 when the wedge is depressed sufiiciently to increase thedistance between the wedge surface 57 and the support surface 55a by anincrement greater than the length of the surface 66 of a lip 67 of thechock. The chock 36 is illustrated in FIG. 5 in the act of dropping outof the aforesaid region. The chock has another lip 68 which, togetherwith lip 67 overlap the support 55 adjacent the upper and lower ends ofthe support surface 55a and prevent shifting of the chock relative tothe support. The Web 69 of the chock defines a flat surface 71 adaptedfor engaging the support surface 54a and 55a. The surface 71 is parallelto the surface 72 defined by another web 73. However, any constructionof the chock may be adopted which provides the equivalent of lips 67, 6Sand surfaces 71, 72.

As shown, a lower seat of the spring 35 is formed Within the tensionmember 6 by a rib 74 extending along a vertical, longitudinal centralplane of the side frame. The rib is stepped to provide an abutment offixed position in the side frame, such as a surface 75, which extendsunderneath the spring. Each column has a transverse rib 76 in its lowerportion with its general plane perpendicular to the axis M-M of thespring. The rib 76 has a semicircular indentation at 77 complementary tothe external periphery of the spring. In this manner the ribs 75, 76cooperate to provide a pocket for receiving the lower end of the spring.

In removing one of the wedges 30, the chock, the spring, and the wedgeare withdrawn from the side frame in the order named, first in thelongitudinal direction of the frame within opening 23 to the nearestwindow 44 or 45, and then transversely out through the window.

As indicated before, the chock is first removed by prying downwardly onthe wedge until sufficient clearance is obtained for the chock to dropout of overlapping relation with its respective support 54 or 55.Pressure on the wedge and the spring by the pry bar is then released.The spring at relaxed length allows adequate room in the opening 23 tolift the spring from the seat on the webs 75 and 76. After lifting thespring with the wedge seated on the upper end thereof from the lowerseat, the lower end of the spring is swung toward the adjacent windowand removed. Meanwhile, the wedge 30 has dropped into the lower portionof the opening 23 and may be extracted from the frame by reaching intothe opening 23 from the adjacent side frame window. Installation of thewedge is carried out in an order reversed to that just described fordisassembly. Such manipulation of the parts of the friction system maybe carried out without otherwisedisturbing any part of the car truck ofa railway vehicle in any condition of loading.

FIGS. 8 and 9 illustrate another embodiment of the invention differingprimarily from the earlier described embodiment of FIGS. 1 to 5 by arelatively inverted direction of the wedges 30 eifecting a wedgingrelation with the bolster 12 and the chock 36. In the side frame 80 ofthis latter embodiment, the chock supports 81 and 82 are on a horizontallevel with the lower halves of the side frame columns 84, 85. Thechock-engaging surfaces 81a and 82a face obliquely with the horizontaland upwardly toward the upper half of the bolster opening 86. Eachcolumn is separated as in the earlier described embodiment, to provideopenings contiguous with the bolster opening 86 extending longitudinallyof the frame between the side walls thereof into contiguity of thewindows 83 and 89.

Each column 84, 85 has a pry bar boss 56 integral with and protrudingfrom the outboard wall in the lower half thereof. In its structuraldetails, the boss 96 is similar to the boss 48 of the earlier describedembodiment.

To remove either chock 36 from the side frame 80, the wedge 39cooperating therewith must be pried upwardly to obtain the clearancebetween the wedge and the opposing chock support 81, 32 which will allowmovement of the chock away from its respective support sufficiently todisplace lips 67 and 68 out of overlapping relation with the adjacentsupport 81 or 82. When this oc curs, the chock is then lifted from theregion between the chock support and the wedge. A hole 91 in the centerweb of each chock facilitates the manual handling thereof. With thechock removed, the pry bar may be manipulated to allow the wedge tosettle downwardly to release the spring 35 from its upper seat 93 or 94.The spring is then removed through the adjacent Window. Thereafter, thewedge 30 may be lifted out of the frame along the same path along whichthe chock and the spring were removed.

FIGS. 10 to 17 illustrate a further embodiment wherein a side frame anda friction wedge 101 differ in some details from their counterparts 4and 30, respectively of the first described embodiment illustrated byFIGS. 1 to 7. The frame 100 comprises a pair of chock-supports of whichsupport 163 is analogous to chock-support 55 of the earlier embodiment.

The presently described embodiment illustrates the possibility ofdecreasing the distance between the chocksupport and the bolster orbolster-opening when compared with FIGS. 1 to 7 by making a pry-barreceiving boss 105 of the frame and the wedge 101 correspondinglynarrower in the horizontal longitudinal direction of the frame. Suchdimensional reduction has advantages of reducing the obstruction of theframe window 106 by the chock-support, reducing the size of the wedgefor more facile passage through the window, and facilitating passage ofthe spring 35 through the Window and under the chock-support.

FIG. 17 is drawn in specific reference to the embodiment of FIGS. 10 to16 but is illustrative of critical geometric relationships existingbetween the chock-support, the chock, the friction Wedge, and thebolster, of all embodiments herein described. Line 104 represents adatum plane within the bolster opening of the side frame normallyoccupied by the bolster surface 32. In practice, the bolster movesrelative to the wedge in this plane to effect bolster snubbing action.The corner 101!) is the portion of the wedge furthest from plane 104 andthe distance X between the line 104 and the corner 101b represents themaximum dimension of the wedge in the longitudinal direction of the sideframe. As the wedge moves along the plane 104, e.g., when inserting thespring 35, the corner 161/) traverses a path indicated by the dottedline M-M parallel to the surface 32.

A necessary feature of this invention is that the path MM has aclearance E (FIG. 17) with thechock-support edge 103!) as shown. Avertical projection of the edge 103i) parallel to surface 104 followsalong line P-P. Dimension Y represents the distance of the corner 10317from the surface 32 and, in this invention, must necessarily be greaterthan dimension X in order that the wedge may be elevated to levelsWithin the frame placing its corner 1011a above the support corner 10317when maneuvering the spring into position underneath the wedge asillustrated in FIGS. 12 and 13.

In the embodiments herein described, the opposing surfaces of thechock-support and the wedge, e.g., surfaces 103a and 101a, areapproximately parallel and, hence, the chock 36 takes a rectangularconformation. While such rectangularity is not critical, it illustratesthe essential function of the chock, viz., to establish a spacingbetween the chock-support and the wedge which will position the wedge ata level along the bolster surface 32 or plane 104 and provide correctspring compression whereby a desired snubbing relationship and movementrange between the wedge and the bolster is established. Primarily, thethickness of the chock as measured by dimension Z determines theoperable level of the wedge.

The second essential function of the chock is that it may interlock withthe chock-support and be removable from its position thereon only whenthe wedge is forcibly depressed to a level such as illustrated in FIG.14, allowing disengagement of the chock from its support and passagethereof between the support and the wedge.

It is essential in this embodiment, as well as in the previouslydescribed embodiments, that the friction wedge be traversable throughthe window and into the space between the vertical webs of the tensionmember (see member 107 of the frame 100) and then transferable under thechock-support 103 into the region normally occupied by the chock, thespring and the wedge.

In the preliminary stages of assembly, the wedge 101 is passed throughpositions as shown in FIGS. 10 and 11, whereupon the spring may beinserted through the window and under the chock-support as shown in FIG.11 and thence into the socket-like seat provided by the wedge 101 asshown in FIG. 12. The turning maneuver required to bring the spring intoposition under the wedge is facilitated by a concave undersurface 108 ofthe support 103. In bringing the lower end of the spring into positionon the spring seat 109 as shown in FIG. 14, the lower end of the springpasses over a rib 110 as shown in FIG. 12 which guides the spring overthe top of the center boss 111 of the spring seat. The rib has thefurther function defining the spring seat and holding the spring inplace.

A pry bar 112 may be inserted through the opening 113 of the boss 105and used as a lever to depress the wedge, e.g., 1% inches below itsnormal working position, and compress the spring 35 as shown in FIG. 14.The inner vertical sides of the boss 105 defining the opening 113 aresubstantially parallel throughout the length of the boss. The bosstapers with respect to its longitudinal vertical center plane away fromthe side wall of the frames to permit the pry bar to fulcrum at theouter extremity of the boss. The thickness of the pry bar 112 in ahorizontal direction is nearly equal to the spacing of the inner sidesof the boss. Hence, when the pry bar is inserted through the boss, aguide relationship exists between the inner sides of the boss and thepry bar which restricts the movement of the pry bar within a verticalplane when used to depress the wedge out of its operative position. Thereason for this guide relationship is explained below.

As FIG. 14 further illustrates, the chock 36 may be inserted (or removedfrom) between the surfaces 103a and 101a. With the chock placed againstthe surface 103a and interlocked with the support 103 by its flanges 67and 68 as shown in FIG. 15, pressure of the pry bar on the wedge 101 maybe relaxed to permit the spring 35 to expand. Thereupon, the partsassume the operative positions shown in FIG. 15 with the chock 36 lockedin place.

The wedge 101, which may be reduced in dimension in the direction ofdimension X as compared to the wedge 30 hereinbefore described, isfurther distinguishable by two ribs 115 and 116 which extend along andare merged with the upper side of the transverse web 117. The web 117also merges with the upper end of the chock-engaging web 120 to form acorner 101a at the upper extremity of the surface 101a. The ribs and 116are shown terminating in spaced relationship with both the corner 1010and the friction web 119. The end surfaces 115a and 116a of these ribsslope downwardly away from the bolster engaging web 119 at an acuteangle therewith. As the surfaces 115a and 116a are in a transversealignment with the opening 113 in a direction parallel to the plane ofthe engaged bolster and wedge surfaces, they are engaged in a mannerapparent from FIGS. 14 and 15, such as required during insertion orremoval of the chock 36. The angularity of the surfaces 115a and 116awith the vertical plane of movement to which the pry bar is restrictedwithin the opening 113 causes the pry bar to urge the wedge toward thebolster as the pry bar pushes the wedge lengthwise of the bolstersurface. The resulting equilibrium of the pry bar force with the forcesexerted on the wedge by the spring and the friction with the bolster 12maintains the wedge in face-to-face contact with the bolster when thewedge is forced downwardly for chock removal or insertion.

Thus, the angle of the rib surfaces 115a and 116a causes the pry bar toengage the wedge in a manner that avoids the tilting that is likely tobe incurred with pressure upon the wedge at a point substantially closerto the web 120, or when the area of the bar-receiving area of the wedgedoes not slope downwardly away from the bolster. Also to be noted isthat the pry bar engages the ribs 115 and 116 at an adequate distancefrom the support 103 to allow the check to tilt toward the pry bar andaway from the support 103, as shown in FIG. 14. The chock thereby avoidsthe interference of the pry bar that would be incurred by the engagementof the pry bar with the wedge area closer to the corner 101a.

In assembling trucks built in accordance with either of the three mainembodiments herein described, a bolster is readily inserted into theopening of either side frame of the truck by endwise movement of thebolster into the opening at any level. If the bolster springs 14 are notin place, the usual procedure is to insert the bolster into thebolster-opening of the side frame and raise it to a level at which thesprings 14 may be placed on their seat defined by an upper surface ofthe tension member. The bolster is then lowered to bring the spring seatthereof into contact with the upper ends of the springs. The absence ofbolster lugs or other media of the bolster or side frame overlapping theother in the longitudinal direction greatly adds to the convenience andreduces the labor of assembling a truck. This advantage is brought aboutprimarily by insertion of the interlocking means, namely the wedge, at afinal stage of the truck assembly.

The terms and expressions which have been employed are used as terms ofdescription and not of limitation, and there is no intention ofexcluding such equivalents of the invention described or the portionsthereof as fall within the scope of the claims.

What is claimed is:

1. In a railway car truck:

(A) a side frame having (1) transversely spaced walls,

(2) a transverse bolster opening,

(3) a support fixed between said walls to face toward said opening,

(4) a window in said walls spaced in the lengthwise direction of theframe from the bolster opening; and

(5 a second opening extending between said walls from the bolsteropening to the window and past one vertical extremity of the support;

(B) a bolster extending through said bolster opening;

(C) a friction wedge having tow sides diverging from its smaller end toits wider end, one of said sides normally engaging the bolster;

(D) a chock having a face engaging one of said wedge sides, the wedgeand the chock being disposed between the support and the nearer side ofthe bolster with the other of said wedge sides against said bolster sideand the chock against said support;

(E) an abutment disposed between said walls in spaced relation with thesupport, and facing toward said wedge;

(F) resilient means disposed between the wedge and the abutment while ina position fixed relative to the side frame and reacting with both toforce the wedge into wedging relation with the bolster and the chock,and the chock against said support;

(G) the chock and the support having cooperating detent portionsoverlapping in the longitudinal direction of the side frame anddisposing the chock and the support in projecting and re-entrantrelation ship in a vertical plane extending in said longitudinaldirection to maintain the chock in position on the support;

(H) said wedge being movable out of engagement with the chock towardsaid abutment while in said fixed position through compressing saidresilient means to increase the distance between the wedge and thesupport to an extent enabling such movement of the chock as to move saiddetent portions out of overlapping relationship and passage of the chockfrom the support through the second opening while the resilient means iscompressed; and

(I) said support being spaced across the second opening from othertransversely extending portions or" the side frame to enable passage ofthe wedge, the chock, and the resilient means to said window.

2. The car truck of claim 1 wherein:

(A) the spacing of the support relative to the bolster in a longitudinaldirection of the side frame is greater than the maximum dimension of thewedge taken at its operative position in a direction parallel to saidlongitudinal direction whereby the wedge is traversabie vertically alongsaid bolsterpast the support.

3. The car truck of claim 1 wherein:

(A) the spacing of the support relative to the bolster in a longitudinaldirection of the side frame is greater than the maximum dimension of thewedge taken at its operative position in a direction parallel to saidlongitudinal direction; and

(B) said chock has a thickness in a direction transverse to opposingsurfaces of the support and the wedge engaged by the chock disposing thewedge intermediately of upper and lower extremities of the bolstersurface in frictional engagement therewith at operative positions of thebolster.

4-. The car truck of claim 1 wherein:

(A) the spacing of the support relative to the bolster in a longitudinaldirection of the side frame is greater than the maximum dimension of theWedge taken at its operative position in a direction parallel to saidlongitudinal direction;

(B) said wedge has re-entrant means defining an abutment surface forreceiving a pry bar disposed between said divergent wedge sides and saidabutment surface faces generally in the direction in which the divergentsides converge; and

(C) said wedge has a pry bar-receiving surface disposed along saidsmaller end between said sides and sloping at an acute angle relative tosaid one side toward the other side; and

(D) said frame has an aperture defining a pry bar fulcrum inhorizontally transverse offset relation with an open region verticallyadjacent said abutment surface.

5. The car truck of claim 1 wherein:

(A) the spacing of the support relative to the bolster in a longitudinaldirection of the side frame is greater than the maximum dimension of thewedge taken at its operative position in a direction parallel to saidlongitudinal direction;

(B) said wedge has a pry bar-receiving surface disposed along saidsmaller end between said sides and sloping at an acute angle relative tosaid one side toward the other side, and said frame has a hollow bossprojecting outwardly from one of said walls in horizontally transverseoffset relation with an open region vertically adjacent said abutmentsurface; and

(C) said boss has opposed vertical walls which are parallel in thetransverse direction of the frame to define the pry bar guiding surfacesand an opening through the boss of approximately uniform width.

6. The car truck of claim 5 in combination with a pry bar adapted topass through said opening;

(A) said pry bar having a thickness nearly as great as the width of theopening for restricting the pry bar to angling movements within saidopening approximately to a vertical plane.

7. In a railway car truck:

(A) a truss type side frame having (1) transversely spaced walls,

(2) two columns spaced in the longitudinal direction of the frame todefine a bolster receiving opening,

(3) the windows spaced from the opening in the longitudinal direction ofthe frame;

(B) one of said columns having a second opening contiguous with thefirst opening and extending there from in the said longitudinaldirection to said windows;

(C) a bolster extending in a direction transverse to said directionthrough the bolster opening in vertical guide relation with the columns;

(D) a friction wedge having two sides diverging from its smaller end toits wider end and positioned in the second opening With one of saidsides in slida ble engagement with the side wall of the bolster;

(E) a support fixed in said frame and spaced from the wedge in saidlongitudinal direction;

(F) a removable chock having opposite faces engaging the support and thewedge;

(G) a spring seat fixed between said walls in spaced relation with thesupport and facing obliquely toward said bolster-receiving opening;

(H) a spring disposed between the wedge and the spring seat and reactingwith both to urge the wedge into wedging relation with the chock and thebolster; the support and the chock having cooperating portlonsoverlapping in the longitudinal direction of the side frame, anddisposing the chock and the support in projecting and re-entrantrelationship in a vertical plane extending in said longitudinaldirection to maintain the chock in position on the support; said wedgebeing movable out of engagement with the chock toward said spring seatthrough compression of said spring to increase the distance between thewedge and the support to an extent permitting such movement of the chockas to move said detent portions out of overlapping relationship andpassage of the chock from between the support and the wedge in adirection past said wider end while the spring is compressed; saidsupport being spaced across the second opening from other transverselyextending portions of the side frame for passage of the chock, thespring, and the Wedge therethrough to said window.

8. The car truck of claim 7 wherein:

(A) the support is spaced longitudinally of the frame from parts of thecolumn defining the bolster opening by a distance permitting freepassage of the wedge in a vertical direction between the bolster and theentire support when the chock is removed from between the wedge and thesupport.

9. The railway car truck of claim '7 wherein:

(A) the wedge has a pry bar-receiving surface disposed between saidsides at said smaller end facing away therefrom; and

(B) said frame comprises a boss projecting outwardly from one of saidwalls in a transverse direction from a region vertically adjacent saidsmaller end to define a fulcrum surface offset outwardly from said wall,and said wall provides an access opening to said bar-receiving surface.

10. The car truck of claim 7 wherein:

(A) the surface of the support engaged by the chock is generallyparallel to the chock-engaging surface of the wedge; and said oppositefaces of the chock have generally parallel oppositely-facing surfacesengaging the support and the wedge.

11. The car truck of claim 7 wherein:

(A) said convergent wedge sides converge toward a point of intersection,and the wedge has a pry barreceiving surface disposed between said sidesfacing toward said point;

(B) said column comprises a wall facing outwardly of the truck in saidtransverse direction; and

(C) said wall has a pry bar-receiving aperture opening into a regionbetween said point and said bar receiving surface.

12. The railway car truck of claim 9 wherein:

(A) said wedge comprises an abutment disposed between said two divergentsides and the abutment has said bar-receiving surface on one side and aseat for said spring on its opposite side.

13. The car truck of claim 11 wherein:

(A) said column wall comprises a hollow boss terminating outwardly insaid transverse direction from the general longitudinal plane of thewall in an end portion defining said aperture.

14. The car truck of claim 11 wherein:

(A) said wedge comprises a web defining said chockengaging surface, andterminating, at the end thereof nearer said point, adjacent an edge ofthe pry bar-receiving surface.

15. The car truck of claim wherein:

(A) said overlapping detent portions of the chock corn prise flangesextending past the upper and lower extremities of said support surface.

16. In a railway car truck:

(A) a truss-type side frame having (1) transversely spaced side walls,

(2) two columns spaced in the longitudinal direction of the frame todefine a bolster-receiving opening, and

(3) Windows in the side walls separated from said opening by thecolumns;

(B) a bolster extending transversely to said direction through thebolster opening with each opposite side surface in guide relation withthe adjacent column;

(C) each of the bolster side surfaces defining a vertically rectilinearrecess and disposed within the transverse limits of the column, andportions of each column being spaced in said transverse direction todefine an opening contiguous with the recess of the adjacent bolster andextending away therefrom to a window;

(D) a pair of friction wedges, each having divergent sides terminatingat the wider end of the wedge and disposed partly in one of saidrecesses, and partly in the adjacent one of said contiguous openings;

(E) a pair of supports fixed in the frame and spaced in saidlongitudinal direction at opposite sides of the bolster opening inspaced opposed relation with the respective nearer wedge;

(F) a pair of chocks, each positioned between a support and a wedge inopposed relation therewith; each chock and support therefor havingcooperating detent portions overlapping in said longitudinal directionand disposing the chock and the support in projecting and re-entrantrelationship in a vertical plane extending in said longitudinaldirection to maintain the chock in position on the support;

(G) a pair of spring seats fixed between said walls at opposite sides ofthe bolster-receiving opening; each seat facing obliquely toward saidopening and toward the closer one of said wedges;

(H) a spring in opposed relation between each wedge and the spring seatfacing theretoward and reacting with both to force the wedge intowedging relation with the bolster and the chock, and the chock againstsaid support;

(I) each wedge being movable out of engagement with the chock toward thespring seat facing theretoward against compression of the spring toincrease the distance between said wedge and the adjacent support to anextent permitting such movement of the adjacent chock as to move thedetent portions of the chock and the support out of overlappingrelationship in passage of the associated chock from between the supportand the wedge and into and through the second opening while theassociated spring is compressed;

(J) each support being spaced across the adjacent one of said contiguousopenings from other transversely extending portions of the side frame toenable passage of the wedge, the chock, and the spring through saidcontiguous opening to the associated window.

17. The combination of:

(A) a side frame;

(B) a friction wedge;

(C) a chock received by the frame for engaging one of two divergentsides of the wedge;

(D) the side frame having:

(1) two vertical columns spaced relative to each other in thelongitudinal direction of the side frame to define a first opening forreceiving said bolster; at least one of said columns comprising:

(a) a pair of webs defining one side of said opening and spaced in saidtransverse di rection on opposite sides of a vertical longitudinal planeof the frame to define a second opening communicating with the firstopening, said one column having (b) upper half and lower half portions;

(2) a support fixed within said frame in generally horizontal relationwith one of said half portions to face at an inclination with thehorizontal through the second opening into a portion of the firstopening on a level with the other halfportion of said column,

(3) a spring seat spaced from the first opening in a longitudinaldirection of the frame through the second opening in generallyhorizontal fixed relation with the extremity of said one column definedby its other half portion, said seat facing along said vertical planetoward said one half portion;

(E) said frame having a window spaced by said one column from thebolster opening and communicating with the second opening;

(F) said chock having two oppositely-facing surfaces of which one isadapted to engage the face of the support and the other is adapted toengage said side of a wedge;

(G) said chock comprising a portion Overlapping a portion of the supportin said longitudinal direction and disposing the chock and the supportin projecting and re-entrant relation in said longitudinal plane forpreventing movement of the chock in the plane of said face;

(H) said support being spaced in its entirety from surfaces of saidcolumn partly defining the first opening to enable vertical passage ofthe wedge in its entirety between said support and a bolster inoperative position within said first opening;

(I) said support being spaced across the second opening from othertransversely extending portions of the side frame, and said secondopening being open, to enable passage of the chock, the wedge, and thewedge spring normally used in said frame from operative positions tosaid window.

18. The combination of claim 17 comprising:

(A) a friction spring having a free length which, when seated on saidseat, extends upwardly from the seat through a region between saidsupport and a bolster disposed in said first opening;

(B) said seat being disposed in a lower part of the frame;

(C) said second opening extending from said first opening to a window inthe frame;

(D) and said support having a notch extended upwardly form its loweredge to an extent permitting passage of said spring therewith from saidwindow to said position.

References Cited by the Examiner UNITED STATES PATENTS Anderson 105207Anderson 105207 Duiyea 105207 X Davidson 105197 Tucker 105197 Shaw105197 Couch 105197 Couch 105197 ARTHUR L. LA POINT, Primary Examiner.

LEO QUACKENBUSH, MILTON BUCHLER,

Examiners.

1. IN A RAILWAY CAR TRUCK: (A) A SIDE FRAME HAVING (1) TRANSVERSELYSPACED WALLS, (2) A TRANSVERSE BOLSTER OPENING, (3) A SUPPORT FIXEDBETWEEN SAID WALLS TO FACE TOWARD SAID OPENIING, (4) A WINDOW IN SAIDWALLS SPACED IN THE LENGTHWISE DIRECTION OF THE FRAME FROM THE BOLSTEROPENING; AND (5) A SECOND OPENING EXTENDING BETWEEN SAID WALLS FROM THEBOLSTER OPENING TO THE WINDOW AND PAST ONE VERTICAL EXTREMITY OF THESUPPORT; (B) A BOLSTER EXTENDING THROUGH SAID BOLSTER OPENING; (C) AFRICTION WEDGE HAVING TWO SIDES DIVERGING FROM ITS SMALLER END TO ITSWIDER END, ONE OF SAID SIDES NORMALLY ENGAGING THE BOLSTER. (D) A CHOCKHAVING A FACE ENGAGING ONE OF SAID WEDGE SIDES, THE WEDGE AND THE CHOCKBEING DISPOSED BETWEEN THE SUPPORT AND THE NEARER SIDE OF THE BOLSTERWITH THE OTHER OF SAID WEDGE SIDES AGAINST SAID BOLSTER SIDE AND THECHOCK AGAINST SAID SUPPORT; (E) AN ABUTMENT DISPOSED BETWEEN SAID WALLSIN SPACED RELATION WITH THE SUPPORT, AND FACING TOWARD SAID WEDGE; (F)RESILIENT MEANS DISPOSED BETWEEN THE WEDGE AND THE ABUTMENT WHILE IN APOSITION FIXED RELATIVE TO THE SIDE FRAME AND REACTING WITH BOTH TOFORCE THE WEDGE INTO WEDGING RELATION WITH THE BOLSTER AND THE CHOCK,AND THE CHOCK AGAINST SAID SUPPORT; (G) THE CHOCK AND THE SUPPORT HAVINGCOOPERATING